Once again, BMWE has been engaged in a costly life-or-death
struggle in the legislative arena -- this time over Amtrak. And once again, the struggle
has required the teamwork of the involved Systems, Grand Lodge and the AFL-CIO. This has
been a tough, costly fight -- one in which we've been bloodied, but in which our opponents
have been bloodied even worse. And despite the fact that we've been bloodied, it appears
that we have been able to win a respectable contract for our members on Amtrak and,
perhaps, on those railroads directly dependent on Amtrak -- METRA and NICTA. Amtrak is
America's national rail passenger system. It is a vital component of American passenger
transportation, providing a space and energy efficient, ecologically friendly mode of
transportation which relieves pressure from congested highways, air corridors and
airports. Although rail passenger travel is an integral component of the transportation
system of the rest of the industrialized world, Amtrak has become mired in mindless
political rhetoric in the United States.
As a result of this mindless political rhetoric, Amtrak has been massively underfunded
over its 12 years of operation and has been the subject of misrepresentation and outright
lies by its political enemies. Amtrak's management has contributed to this by attempting
to placate its political foes with promises of subsidy-free service by the year 2002 that
are impossible to keep.
Here are just a couple of facts that demonstrate Amtrak's viability. Amtrak receives
the lowest percentage of public operational subsidy of any rail passenger system on the
planet earth -- more than 80% of its operating costs are obtained from private sources
(paying commuters, mail service and investments). BMWE members on the commuter railroads
(which partially rely on Amtrak to provide commuter service) earn between $2 and $6 per
hour more than BMWE members on Amtrak. In other words, Amtrak is the most efficient rail
passenger system on Earth -- not because of intelligent management but because of the
sacrifices of its organized workers.
Despite this, Amtrak has never had a stable source of funding, so it is required to go
to Congress every year for an appropriation -- and this is the source of one of Amtrak's
greatest problems. In a town where political rhetoric all too often overcomes intelligent
policy considerations, Amtrak must battle yearly to obtain enough funding to operate. And
when many have bowed to the altar of the "balanced budget," one place where
politicians see a potential savings is at this yearly subsidy for Amtrak.
So rather than look at Amtrak and recognize its minuscule cost for maximal results, the
budget cutters micro analyze every nickel that Amtrak spends and make stupid mandates that
are in vogue with the latest political winds. In short, this means that every year,
Congress decides to cut already dangerously low appropriations to Amtrak even further.
Added to this is the lack of knowledge of and hostility to Amtrak's history. So when
the privatization vogue becomes the latest direction of the political winds, morons decide
that Amtrak should move towards privatization. Considering the fact that Amtrak and the
Northeast commuters were stripped from a privatized Conrail because there is no way to run
a profitable rail passenger system, it is even more stupid than usual to suggest that
Amtrak should privatize. All privatization means is a bankrupt Amtrak which would require
either greater federal funding to cash-strapped private companies in order to provide
critical rail passenger service or more congested highways, air corridors and airports
raising pollution to even more unacceptable levels and creating greater accident levels on
the highways and in the air.
In 1995, after the House and the Senate both came under the control of the Republicans,
Congress attempted to defund Amtrak and, minimally, kill C-2 (Amtrak legal provision which
provides up to six years job protection for employees affected by the elimination of an
Amtrak route) and contracting out protections. Rail Labor, with the active assistance of a
rejuvenated, newly led AFL-CIO mobilized and with the solid support of the Democrats and
help from a small band of Republicans was able to save Amtrak as well as C-2 and the
contracting out protection. At that time, many of our State Legislative Directors worked
tirelessly, for weeks at a time, lobbying the Hill and mobilizing legislative support in
their states.
During the national round of bargaining, a unified and fighting BMWE, was able once
again, with the critical and massive assistance of the Sweeney/Trumka/Chavez-Thompson
AFL-CIO to maneuver through the Washington mine field to bring home the bacon to our
members. The BMWE legislative department was once again a critical component of our
effort. State legislative directors again provided tireless and skillful lobbying -- both
of the Executive Branch and Congress.
Again this year on Amtrak, we were in the middle of another monumental battle -- with
the Republican leadership in Congress attempting to take away C-2 and contracting out
protections and defeat the increases which PEB 234 recommended. But once again, because of
the coalition of BMWE, Rail Labor, the AFL-CIO and a united Democratic Party with a small
band of Republicans, we stayed in the fight.
Although Congress will remove C-2 and contracting out protections from the law, we will
be able to bargain over C-2 with Amtrak and strike if no agreement is reached, and we will
have the contracting out protection legislated into our agreement. This resolution will
free $2.3 billion dollars in capital funding for Amtrak.
Many in the Republican leadership tried to stop the contract and pass legislation which
would have made it impossible for Amtrak to honor its commitments, but once again the
coalition worked to see that we obtain a positive result.
The costs of the legislative fight are huge, but without expending the resources, the
BMWE would be unable to achieve a positive result for its members. Similarly, if we
maintained a BMWE only stance and ignored the rest of the Labor movement, we would be
doomed to failure.
I wish to salute the Legislative Department, the tirelessness and dedication of the
State Legislative Directors, Greg Lawler, Mike DeEmilio and Joel Myron for the leadership
they have provided during these critical struggles as well as the Executive Board for
voting the resources necessary to successfully battle in a hostile environment. And, of
course, I salute the new AFL-CIO whose never ending assistance opens doors at crucial
moments that make the difference between victory and defeat. I also thank the other rail
unions for their solidarity. Special thanks must go to Secretary of Transportation Rodney
Slater, his staff, several members of the Amtrak Board of Directors and Karen Tramontano
of the White House for their superb and selfless efforts.
In the end, the BMWE is a small union and is dependent upon the good will and
solidarity of others in order to win these battles. Alone, we would have a much more
difficult time achieving victory, if we could achieve it at all. |